very bad start and as a result it never became the threat to the Mini and the Beetle that had been lettersfromabroad hoped for. I go into this in some detail later, most of which will be well known to Imp Club members, Rootes Reminiscences: the Imp in Canada but let me emphasise my unwavering belief that the Imp was a brilliant basic design, one that showed, particularly in racing, that predictable and Peter Badenoch, Windsor, Ontario, Canada. controllable handling is quite possible with a rear-engined car. Fry (left) Let me first introduce myself. I recently joined the Imp Club and in my application I had mentioned subsequently did design work in Detroit with Chrysler, then returned to that I was a former Rootes employee for 13 years, first in Coventry, then in Canada, in addition to the UK to set up his own design consulting company. While Parkes was which I was, for twelve years, owner of WHS 165, the third production Imp off the line at Linwood. still working on the Imp project he was also active in motorsport, competing In responding, Membership Secretary Graham Townsend suggested I might like to contribute to in racing and involved in the engineering of the Gemini Mk3 Formula Junior race car. After the Imp Impressions (what a beautifully produced magazine!) with some reminiscences of my Rootes past. project reached the production stage Parkes left Rootes to join Ferrari and drove in Formula 1 and My reason for joining the Imp Club at this relatively late stage in my life is because my son Ben sports car racing. and I have been musing that it would be fun to acquire an Imp if we could find one, preferably in John Harris, whose family owned Coventry’s BMC dealership, Parkside Garage, while still working Canada, at a relatively low price. Sound body structure would be a must, but mechanical challenges at Rootes as a development engineer was ahead of most club racers in discovering that the Mini I could probably handle, given my background. This idea is still at the fantasy stage but joining the had tremendous potential in touring car racing. However, he became best known in competition Imp Club seemed like a good first move. (Incidentally, this is not my first contact with the club – circles for work he did with Donald Healey’s son, Geoff, in developing the ‘Big Healeys’ for their I’ve met Billy Meikle at car shows here and admired his impeccable Imp and Husky.) successes in international rallying and racing. The account that follows consists mostly of excerpts, with some tweaks, from an an article on Rootes Canada that I wrote last year. It was published in the Canadian bi-weekly paper Old Autos; Mike Jones went to Jensen where, as assistant to the Chief Engineer, he played a leading part the excerpts are reproduced with that publication’s kind permission. in adapting the Alpine so that the Ford 260 V8-engined Tiger could become a production reality. First I’ll outline my apprenticeship years with Humber Ltd. in Coventry. I started in 1956, straight Mike Moreton went to Ford Motorsport in the UK to work on development of cars for international from secondary school in Edinburgh. The ‘pupil’ (i.e. student-apprentice) programme in which I rallying, and to head the team responsible for the highly successful Sierra RS500 Cosworth. Later, was enrolled was for three years, structured to train young men (alas, no young women at that with JaguarSport, a company jointly set up by Jaguar and Tom Walkinshaw Racing, he directed time) for management roles in engineering, design, manufacturing, sales or service. It included a operations that saw the Jaguar XJ220 supercar developed from concept to production. There are thoroughly practical training regime involving two years in the manufacturing and assembly shops, two books written by him: RallySport Fords and Jaguar XJ220 – The Inside Story. then a third year specialising in departments relevant to one’s chosen career objective. Time was also provided to pursue an engineering qualification. Chris Rawlinson went on to take charge of setting up and managing the Ford off-site operation Inevitably the programme was a hotbed of young car enthusiasts. The following are just some that converted Mk1 Cortinas to Lotus Cortinas. people in the apprenticeship programme, mostly around the same time as myself, though a few William (Bill) Towns left the design department at Rootes to join Rover, and was involved there in were slightly ahead, who later made significant names for themselves in the car world: the body design of the Rover-BRM Turbine Car which competed at Le Mans in 1965. He later joined Roy Axe went on to become head of styling for Chrysler UK, then moved to the USA to become Aston Martin and styled the 1976-1990 Lagonda four-door and the 1978 Bulldog concept. Later yet, Director of Design for Chrysler Corporation. He returned to Britain to take over as head of design as an independent consultant, he designed the body for the Jensen-Healey. at British Leyland. His memoirs were published in a book, A Life in Style. Bernard Unett stayed with Rootes (subsequently Chrysler UK, then Talbot) as a development Tony Charnell, a good friend of mine, originally from Birmingham, moved to a Rootes/Simca dealer engineer. Racing firstly as a private entrant, then later with the works team, he amassed successes in Edinburgh and made a name for himself first in Scottish rallying, then in racing, initially with an in cars as diverse as Imps and Tigers. And driving a works-prepped Avenger, Unett twice won the Imp at the Ingliston circuit near Edinburgh. At Le Mans in 1979 he won the 2-litre class in a Chevron, British Saloon Car Championship (1974 and 1976) and was elected to the BRDC. He was also the being the highest-finishing British entrant that year, a success leading to him being invited to join first winner of the BRDC Silver Star award. the prestigious British Racing Drivers Club (BRDC). Ernie Unger first worked for Colin Chapman at Lotus, but decided that the Rootes pupil/apprentice Tim Fry and Mike Parkes (the latter’s father was Managing Director of Alvis) joined Engineering programme would provide him with a more solid core training. He worked closely with Fry and after their pupil/apprenticeships, and as a result of talent and initiative they demonstrated were Parkes throughout the development of the Imp. Later in his career he was involved in the design, given the job of stick-handling the design and development of a new small car which came to be in conjunction with Frank Costin, of the Unipower GT, a mid-engined coupé using Mini Cooper the Imp. For a lot of reasons, most far beyond the control of Fry and Parkes, the Imp got off to a components; Approximately 70 were built, most of them being campaigned in racing. 24 IMPRESSIONS MARCH 2019 25 My career was less stellar. After completion of the pupil/apprentice programme, I worked for Now let’s get to the Imp… three years in the Export Service Office at Stoke in Coventry, processing warranty claims – back The Imp – branded in Canada and the USA as a Sunbeam – was planned to take on the Mini and then the traditional starting job for anyone aspiring to wholesale service management. I then the Beetle. Had it been successful, Rootes might have survived other setbacks and remained transferred to Canada. For much of my time with Rootes Canada I was Service Technical Instructor. independent. However, as we know, the Imp got off to a bad start. It was rushed to market much My job involved visiting dealers across Canada to instruct on the servicing and repair of Rootes too fast and was plagued with reliability issues for its first couple of years. Financially, from the products. My first major assignment was the Imp and for this job I had a Commer Walk-Thru, a large start, the project was a gamble, the government having forced Rootes to locate the new assembly van with basically the same six-cylinder engine (of Armstrong Siddeley heritage) used in the plant in Scotland – at Linwood, Renfrewshire, near Glasgow – hundreds of miles distant from contemporary Humber Super Snipe. In the van I carried Imp engines, transaxles, suspension Coventry where many of the Imp components were produced. And another nightmare developed: components, special tools, etc. Behind the van I sometimes towed an Imp on a trailer to the labour force came from the closed-down shipyards on the Clyde and it was totally demonstrate engine, transaxle and other component removal. Later my teaching duties included unaccustomed to assembly-line production. That resulted in chronic labour problems with one Alpine twin-carburettor tuning, Tiger familiarisation and, later on, technical aspects of Simca wildcat strike after another. So, although production of the Imp at Linwood lasted from 1963 to models. I did several cross-Canada tours in the Commer van; it was a wonderful job for a young 1976, at best production volumes were about a third of what had been hoped for. The car never single guy and I got to know Canada coast-to-coast. achieved its sales potential. But later, when Rootes and Simca North American operations were merged into Chrysler, I But with a flexible-revving, SOHC all-aluminum four-cylinder engine of Coventry Climax origin, became unhappy with a prevailing negative attitude there towards smaller cars and I quit. Over synchromesh on all four forward gears, front and rear suspensions designed to give the rear- the next three years I had several jobs, including two good years with Renault Canada.